Windshield cleaner motor



April'Z, 1946. a F. G. FOLBERTH ETAL 2,397,599

WINDSHIELD CLEANER MOTOR Filed Sept. 24, 1941 6 Sheets-Sheet 3 YIIIYTIEII I INV ENTORS FEEDER/CK 6- FOLBERTH 4 WM 1 m M M rozanen A TTOE/YEYS April 9 F. G. FOLBERTH ETALI 2,397,599

' WINDSHIELD CLEANER MOTOR Filed Sept. 24, 1941 6 Sheets-Sheet 4 INVENTORS P/PFDE/P/C/f E-P ZBE P H ATTOE'A/EYS April 2, 1946.

F. G. FOLBERTH ETAL 2,397,599

WINDSHIELD CLEANER MOTOR I Filed Sept 24, 1941 e Sheets- Sheet s [95' W INVENTORS F'IEEDEE/(JK 6- 70135757 A r 70 ENEYS April 5 'F. G. FOLBEI-RTH, ET AL 9 2,397,599

WINDSHIELD CLEANER MOTOR Filed Sept. 24, 1941 M9 ma 6 Sheets-Sheet 6 INVENTORS A30 FREDA-RICK 6- FOZBEIE'TH a? W/ll/A/l N- FOLBERTH M 94% ATTORNEYS Patented Apr. 2, 1 946 UNITED STATES PATENT OFFICE WINDSHIELD CLEANER MOTOR Frederick G. Folberth and William M. Folberth,

Cleveland, Ohio Application September 24, 1941, Serial No. 412,142

'Claims Patent No. 2,343,656, issued March '7, 1944, we have described and claimed an improved windshield cleaner motor adapted to be operated by oil or other liquid under pressure. The motor of said application is characterized by being operable in such a manner that a predetermined lag or delay may occur at a particular point in the stroke of the cleaner wiper arm. The present invention contemplates certain modifications and improvements on the general type of motor disclosed in my said copending application.

It is among the objects of the present invention to provide a hydraulic motor, particularly adapted for operating windshield cleaners,'of compact design whereby it will occupy a minimum of space and be of light weight. Other objects of our invention include: the provision of a powerful and flexible windshield cleaner motor which is particularly adapted for use on aircraft; the provision of a windshield cleaner motor which may be operated either to produce a substantially continuous reciprocating stroke or to produce a reciprocating stroke with a lag or delay at one or more portions of the stroke; the provision of a hydraulic windshield cleaner motor of the type described which will always stop with the driving member of.

the motor in the same position whereby the squeegee blade of the cleaner will always stop in the same location; the provision of a hydraulic motor of the type described having a starting and stopping valve which will permit continuous operation of the pump which supplies liquid under pressure to the motor, and which will also Permit free manual movement of the windshield cleaner arm when the flow of 'oil through the motor is shut off and the provision of a powerful and efiicient windshield cleaner motor which may be operated over an extremely wide range of speeds, and which is substantially noiseless and vibrationless at all speeds.

The above and other objects of our invention will appear from the following description of the several embodiments thereof, reference being had to the accompanying drawings in which:

Figure 1 is an elevational view of the valve v operating side of our improved motor;v

Figure 2 is an elevational view of the opposite side of the motor from that shown in Figure 1;

Figure 3.is an end elevation of the motor shown in Figures 1 and 2 taken substantially on line 33 of Figure 2;

Figure 4 is a fragmentary view, partly in cross section, illustrating the valve housing block, the

speed regulating valve being shown in wide open position.

Figure 5 is a fragmentary view of a part of the mechanism shown in Figure 4, but illustrating the speed regulating valve in throttled or partially closed position. I

Figure 6 is a detached end elevation of the valve housing block and parts of the associated mechanism.

Figure 7 is a cross sectional view taken on line |-l of Figure 6, and illustrating the start and stop control valve in the position it assumes whenthe motor is stopped.

Figure 815 a view similar to Figure 7, but showing the start. and stop control valve in motor operating position.

Figure 9 is a detached side elevation of the pump side of the main motor casting.

Figure 10 is an end elevation of the casting shown in Figure 9. I

Figure 11 is a fragmentary cross sectional view taken on line Hll of Figure 10.

Figure 12 is a view similar to Figure 9, but illustrating the valve side of the main casting, as indicated by the line l2l2 of Figure 10.

Figure 13 is a vertical cross sectional view of the main casting taken on line l3! 3 of Figures 9 and 12.

Figure 14 is a horizontal cross sectional view taken on line l4-l4 of Figure 13.

Figure 15 is a fragmentary cross sectional view taken on line l5l5 of Figure 10, and showing the connection between the operating cylinder and the valve chamber. I r Figure 16 is a fragmentary oblique cross-sectional view taken on line Iii-l6 of Figure 9 and illustrating the diagonal, passage in the main casting from the control valve housing block into the operating valve chamber. A

Figure 17 is an end elevation oftheil nain the lag control sleevein positlon.. V

Figure 18 is a vertical cross-sectional vi Figure 19 is a detached vertical cross si'ectional Figure 20 is a transverse cross-sections. taken on line 20-40 of Figure 19.. 1

Figure 21 is a fragmentary cross-sectional view taken on line 2l2l of Figure 18, and showing motor to operate with apredetermined lag or delay at each end of its stroke.

taken on line 22-22 of Figure 1, and line 22- -22 of Figure 23 but rotated '90 in avclockwise direcoperating valve actuating plunger associated therewith.

ing, generally similar to Figure .10, .but showi'ng online l8-l8 of Figure 1'7.

view through the lag control sleeve.

view

the lag control sleeve in position to cause the Figure 22 is a horizontal cross-sectional view tion and showing the lag or delay cylinder andthe Figure 23 is a fragmentary cross-sectional view,

generally similar to Figure 21, but showing the lag control sleeve in position to cause the motor to operate with a minimum lag at the ends of its stroke.

Figure 24 is a detached view, partly in section, of the small piston for operating the main valve. Figure 25 is a detached side elevation, partly in section, of the pump which supplies liquid unde pressure to the motor. 1

Figure 26 is an end elevation of the .pump shown in Figure 25.

Figure 27 is a horizontal cross-sectional view taken on line 21-21 of Figure 2'6.

Figure 28 is a detached side elevation of the operating valve actuating plate.

Figure 29 is a detached illustrative view, partly in section, showing the operating valve actuating plate, and its connection to the operating valve,-

the view being taken substantially on line 29-29 of Figure 28 with the operating valve added.

Figure 30 is a detached view of the operating valve including the outer sleeve memberv and inner plunger member.

Figures 31, 32 and 33 are .views taken respectively on lines 3l-3I, 32-32 and 33-33 of Fig-' ure 30.

Figure 34 is a view of the assembly shown in l7 and 18).

supported by the brackets F and which may be connected in any suitable manner to drive the wiper blade cr blades (indicated at S in Fig. 2) of the cleaner. In the casting C below the main cylinder I is a main operating valve chamber 8 in'which the valve which controls the flow of liquid to the cylinder I is disposed. This valve will be described more in detail later, but is generally similar to the valve disclosed in our above noted United States patent application. Also below the cylinder 1 in the casting C is a bore 9 for the lag control sleevegenerally indicated at IU (Figures Another bore l I constitutes a chamber for the rapid action valve actuating piston l2 which is supported and guided therein (Figs. 23, 24 and 36). A floating delay piston I 3 (Figure 22) reciprocates within the delay cylinder I4 and a bore i5 in the casting C provides a support for the sliding bar member l6, which forms a part of the connections from the delay piston l3 to. the main operating valve as will appear later.

The pump E (Figs. 25, 26 and 27) is preferably I i of the usual gear type and includes a pair of gears Figure taken at substantially 180 from Figure Figure is a detached cross-sectional view of the operating valve inner plunger.

Figure 36 is a cross-sectional view of our assembled motor taken on line 36-36 of Figure 3.

Figure 37 is a fragmentary view generally similar to Figure 2, but illustrating a modified control mechanism for the pump and motor.

Figure 38.is a detached perspective view of th pump shown in Figure 3'7 with the auxiliary bypass valve incorporated therein.

Figure 39 is a cross sectional view taken on line b -pass valve in open or motor-idle position.

Figure is a fragmentary detached perspective view illustrating the interlocking lever arrangement for controlling the operation of the by-pass-valve and the start and stop control valve.

In our above identified copending patent applicationan oil pressure actuated motor has been illustrated as mounted in a closed vessel adapted to hold a supply of oil for operating the motor. A pump in the. vessel is associated with themotor, is driven from any suitable source of power, and circulates oil from the vessel through the motor and back to the vessel again. The illustrated embodiment of our present invention is adapted tobe similarly mounted in an enclosing vessel in which a supply of oil is retained. However, it

will appear to those skilled in the art that our hydraulic motor may be operatedfrom any suitable source of liquid under pressure, which may be piped to and from the notor in' well-known manner.

39-39 of Figure 38, and illustrating the auxiliary l1 and I8, gear I! having a shaft I9 extending out of the housing and adapted to be connected to any suitable driving means.- An inlet to the gear pump is provided through a tube 20 and a passage 2| in the gear housing and oil is discharged from the gears l1 and 18 into a chamber 22 (see Figures 26 and 27).. An adjustable pressure regulating or safety relief valve is provided for the pump E, and comprises a piston 23 secured to a V rod 24 which extends out of the pump housing and is provided with stop nuts 25 adapted to regulate the position of the piston 23. A spring 26 urges the piston 23 to the left (Fig. 27) and a small bleed hole 2! permits .the piston 23to operate freely in its bore. The transverse hole 28 con- -nects to another passage 29 which, as seenin properly regulating the resistance of the spring 26, this valve arrangement will act to maintain the pump pressure at not over a predetermined Referring to the drawings, our improved motor includes .-a main castingc a control valve housing D, a pump and associated parts generally indicated at E, and a wiper arm operating shaft supporting bracket F. As is perhaps best seen in Figures 9. and 10 the main casting- C'defines the operating cylinder! in whichthe double ended piston member 23 "(Figure 36) I is "disposed;- The end portions-3- and Lof piston 2'are connected by a bar-like member which has a rack iformed onitsupper side. This rack engages agearseginent 6, secured to the shaft 1 which in turn is value.-

' The pump E is secured to the slanting face 30 (Figure 6) of the control valve housing block D by screws 30a,- and the pump outlet opening 22 is aligned with the inlet passage 3| leading into the block D. Referring particularly to Figures 7 and 8, the inlet passage 3| leads into a vertical bore 32 which is connected near its upperend to a horizontally extending exhaust port or hole 33, and near its lower end to a horizontally extending inlet passage 34. Disposed in the bore 32 is a double piston valve comprising an upper closure member 35 and a lower closure member 36.- A pin 31 extends upwardly from the piston portion 35 and a head'38 provides a seat for the upper end of the compression spring 39, the lower end of which seats in a recess 40 in the top of the block D. A connecting rod 4| joins the upper piston member .35'and the lower piston member 36, and it will be apparent from'Figure 7 that the spring 33 tends to maintain the piston valve member in the position shown in Figure 7. When in this position, liquid under pressure, which is supplied by the pump E to the passage 3|, follows the path shown by the arrows (Figure '1), and is discharged out throughthe exhaust port 33. In the illustrated motor, which is intended to be disposed in an oil retaining vessel, the oil thus discharged ,merely returns to the sump in the bottom of the vessel and oil under pressure will not flow through the motor.

When the valve actuating bar 42, which, will be described in detail later, is pushed downwardly from the position shown in Figure 7 to that shown in Figure 8, the spring 39 is compressed, the piston member 35 closes off the exhaust port 33, and the piston member 36 moves downwardly to connect the motor supply passage 34 to the interior of the bore 32, thus permitting oil to be discharged as indicated by the arrows in Figure 8 from the pump E through the passage 3 I, bore'32, and passage 34 into the motor casting.

It should also be noted that when the start and stop control valve 35-36 is in stop position, as seen in Figure 7, the passage 34 which leads to the motor is open to atmosphere through the lower end of the bore 32. This permits free manual movement of the wiper blade when the motor is stopped, even though liquid under pressure is being supplied to the control valve housing block D.

Figures 4 and illustrate the throttle or speed regulating valve whereby the speed of operation of the motor may be controlled. This valve comprises a plunger 43 which is provided with a spring 44 at its end, said spring abutting against a head 45 on the plunger 43 and against a seat in the block D. The spring 44 tends to move the valve plunger 43 away from the hole 46, which leads from the passage 34 to the outer surface of the block D. Alever 41 is pivotally secured to the block D at 48, and has a bottom end portion 49 engaging the head 45 of the valve plunger 43. By means of a connecting link 50, leading to any suitable operating point, the position of the valve plunger 43 may be adjusted. As shown in Figure 4 the spring 44 has moved the plunger 43 to fully expose the hole 46. This represents the high speed positon of the pump as the passage 46 leading to the motor is not throttled in any degree. In Figure 5 the operator has adjusted the position of the lever 41 by pulling on the link.

50, so that the end of the valve plunger 43 covers a considerable portion of the hole 46. Thus the oil passage leading to the motor is restricted in any desired degree and the speed of operation of the motor can be accurately controlled. 7

Having described the means by which a liquid, such as oil, may be supplied under pressure to the motor, it will now be in order to describe in considerable detail the main motor block or casting C, so that'the location of the various oil passages therein may be understood.

When the control valve housing block D is secured to the casting the hole 46 aligns with the end of inlet hole 5|, which, as seen in Figures 9, and 16, extends diagonally downward from the pump side of the casting C into the center of the operating valve chamber 8. From the operating valve chamber 8 to the ends of the main operating cylinder a pair of passages 52 and 53 extend. Note Fig. 12 is a view of the opposite side of the motor from that shown in Fig. 9.) The passageway 52 is clearly seen in Figures 12 and 15,

sage 53 leads to the opposite end of cylinder .1 from a groove 55, spaced from the center of chamber 8 the same distance as groove 54.

Slots 56 and 51 are cut in the walls of'the main cylinder equidistant from its center line (Figs. 12, 18 and 36, noting that Fig. 18 is an opposite view). These slots are connected to the bore 9 (Figs. 9 and 18) for the lag control sleeve valve by means of holes 58 and 59. As is seen in Figures 10, 18 and 21, slots 65 and 6| extend from the ends of the lag controlsleeve bore 9 into the large delay cylinder |4 (Figs. 18, 2:1 and '22), and similar slots 62 and 63 extend from the bore 9 into the bore l| ior the small valve actuating piston |2 (Figs. 1'7, 21, 23 and 36). Extending inwardly from the ends of the casting C, the wall between the bore l5 and the large delay cylinder I4 is cut away as seen at 64 and 65 in Figures 14, 22 and 36. This cut-away portion permits the sliding bar member l6 and its piston engaging arms 66 and 61 to reciprocate in the bore l5.

In order to permit the lag control sleeve l9 to be rotated within its bore 9 (Figs. 18, 21 and 23') a hole 68. is provided which extends through the pump side of the casting C (Figure 9) forming an aperture for the movement of lever 19. Elongated slots 69 and 19 extend through the valve side of the casting (Figure 12) from the bores II and I5 respectively, and enlarged rectangular apertures 1| and 12 also extend through the valve side of the casting C-into the operating valve chamber 8.

The lag control sleeve valve H) which is disposed in the bore 9 is shown in detail in Figures 18, 19, 20 and 21. It includes a solid central portion and tubular end portions 13 and 14. Holes 15 and 16 enter the tubular portions 13 and 14 respectively, and, when the sleeve I6 is in position, are aligned with the bottom ends of the passages 58 and 59 which connect the main cylinder I with the bore 9. Adjacent the outer ends of the tubu lar portions 13 and 14 are openings 11 and 18. As is seen in Figure-21, the opening 11 is wide enough to bridge across the inner ends of the and its end 52 terminates in a roove 54 which is clearly seen in Figures 12, 13, 15 and 36. Passage 52 leads from a point on one side of the center of the valve chamber 8 to the corresponding end of the operating cylinder I, while passlots 69 and 62 in the main casting .C, and in like manner the opening 18 is adapted to bridge the slots 6| and 63 at the other end of the castin C. An operating handle I9 is attached to the center portion of the sleeve l9 and projects out through the hole 68 in the casting C.

End cover plates 89 and 8| are secured to the casting C by screws 82, and serve to close the ends of the various cylindrical bores in the cast ing C. In order to actuate the main valve which is contained in the chamber 8 (Fig. 36) of the main. casting C, we provide a valve actuating plate 83 (seen in detached view in Fig. 28 and in position on the motor in Fig. 1). This plate 83 is formed with elongated slots 84 and 85, and is heldin position against the face of the casting C by headed screws 86 and 81 which are threaded into the main casting C and provide a support for the plate 83, whereby it can slide back and forth, the screws 86 and 81 extending through the slots 84 and respectively. A third screw 88 extends through another slot 89 and guides and supports the upper portion of the plate 83. Inwardly extending arms 90 and 9| are formed on the plate 83, and are provided with yoke ends 92 (Fig: 36) which extend into the holes 1| and 12 in casting C and which, as is clearly seen in Figure 29, enter the slots 93 in ing pins will cause corresponding movement of the inner valve member 98.

In order to connect the valve actuating plate 93 to the small valve operating piston I2, a pin 91 is secured in the center of the piston I2 and projects out through the slot 59 in the main casting (Figs. 1, 3. 12 and 23). This pin passes through a hole 98 in the plate 83, and it will be seen that movement of the piston I2 in the cylinder II will cause corresponding movement of the plate 83.

In addition to the just described connection between the piston I2 and the plate 88, a second driving connection is established between the sliding bar I6 and the plate 83 by means of a pin 99 secured in bar I6 (Figs. 1, 3, 12 and 22) and extending out through the slot '10 in the main casting C. This pin 99 passes through a hole 99a in the plate 93.

The main valve assembly which includes the outer sleeve 94 and inner member 96 (Figs. 30 and 36) is similar in its construction and operation to the valve illustrated and described in our above identified United States Patent No. 2,343,- 656. As the valve construction itself forms no part of the present invention, it wlll-suflice to point out herein that when liquid under pressure is supplied through the passage I in the main casting, it enters the valve chamber 8 in the space between the flanges I09 and II on the valve sleeve 94 (Fig. 36). The outlet openings 54 and 55 from the valve chamber 8 are controlled by the flanges IIIII and IN, and thus these flanges control the flow of operating liquid from the source of pressure to the opposite ends of the main cylinder I. Sliding .of the valve sleeve 94 to shift the pressure conducting connections from one end to the other of the main cylinder I is effected by the action of the liquid under pressure on the ends of the sleeve 94. This action is controlled by movement of the inner valve member 96 which is positively moved by its connection with the valve actuating plate 83 through the pins 91 and 99. The movement of member 96 admits fluid under pressure to an end of cylinder 8 to move the valve sleeve 94 in the same direction as the immediately preceding -movement of valve member 96. A

v Having described the essential elements of the illustrated embodiment of our improved motor construction, its operation, when liquid underpressure is supplied through the inlet passage.

oil by the flange IIII. From the slot 55 oil passes through the hole 53 (see Fig. 12) to the left hand end of the main cylinder I (Figs. 12 and 36).

Just before the piston 2 reaches the from the side opposite that of Figs. 12 and 36),

in which bore the lag control 'sleeve I9 is disposed. As the lower end of the hole 59 is aligned with the hole 18 (Fig. 18) in the sleeve III, oil will move out through the tubular portion I4 of the sleeve I8, and thence through passage 93 in cylinder II, or both of the passages 63 and GI into the cylinders II and I4, depending upon the position of the sleeve I0.

In Fig. 21, the sleeve I0 is in position to direct oil from the passages 58 and 59 (Fig. 18) into both the cylinders II and I4.wh ile in Figure 23 the lag control sleeve I0 is in position to direct oil only into the small cylinderl I. When in the position shown in Figure 23 the oil which passes down through the slot 51, hole 59 and slot 68 enters the left hand end of the cylinder I I (Fig. 36). This causes the small piston I2 to move to the right from the position shown in Figure 36. The fluid in the right hand portion of cylinder II escapes ahead of piston I2 through opening 62, passageway 58 and slot 56 (Figs. 17, 18, 21 and 36) and then may escape through the slot provided for gear segment 6. During such movement of the small piston I2 the pin 91,'which is attached thereto and which extends through the hole 98 in the valve operating plate 83', will shift the valve operating plate a distance corre- 1 sponding to the movement of the piston I2. This tion at the opposite end of the valve chamber 8.

This movement of the valve sleeve 94 will shift the connections from the source of oil under pressure and shut off the slot 55 and open the slot 54, thus permitting oil to pass from the slot 54 through the hole 52 to the right hand end of cylinder I (Fig. 12). This will cause the cycle of operation to be repeated with the piston 2 moving to the left until the port or'slot 56 is exposed, whereupon oil will flow down into the small cylinder II and shift the piston I2 (Figs. 23 and 36), causing the valve plate 83 to move again and shift the control valve mechanism. This cycle will be repeated until the supply of oil or other liquid under pressure is shut off and the motor wil operate without substantial lag'at the ends of its stroke.

When the lag control sleeve III is in the position shown in Figure 21, oil which enters the sleeve through the passages 58 and 59 may enter both cylinders II and I4. Referring back .to the above explanation of the operation of our motor, with the parts as shown in Figure 21, when the piston 2 reaches the right hand end of its stroke (Fig. 36) and the port 51 is open, oil will flow through the hole 59, hole I6 in the sleeve I9 (Fig. 18, a view taken from the side opposite to that of Fig. 36), the tubular portion 14 of sleeve l9, and out through the hole I8 in the end of the sleeve into the left hand ends of both cylinders II and (Fig 36) by way of passages 63 and vISI, respectively, (Figs. 36 and 22). Under these circumstances, the piston I2, however, will not move immediately because the floating piston I3 in the large delay cylinder can move more easily, and will continue to move as oil enters the large cylinder l4 until the piston I3 strikes the arm 61 at the opposite end of the cylinder (Fig. 22). During movement of the floating piston I3, the fluid in cylinder I4 ahead of the piston at the left end as viewed in Figure 18) may escape through opening 60 thence through port 11, tubular portion 13, port I5 and passageway 58 to slot 55 (.Figs. 18 and 19) and may be discharged through the slot provided for gear segment 6. When the floating pis ton I3 strikes the arm 61, it will continue to move, carrying with it the operating rod I6 which, through the pin 99, moves the valve operating plate '83 to shift the valve mechanism into its opposite position. Of course, during this movement of plate 83 the small piston I2 and its pin 91 will also move.

The piston 2 will now move to the opposite end of the cylinder I and, when the port 56 is exposed (Fig. 36), oil will flow through the passage 58 (Fig. 18) and the passages in the sleeve I0, and will enter the cylinders II and I4, moving the floating piston I3 back to the other end of the cylinder I4. During the time that it takes to fill the large lag cylinder I4 with oil, the piston 2 and the wiper operating shaft 1 will remain stationary in the end position of their stroke.

Thus when the control rod 13 is in its upper position, as shown in Figure 21, the shaft 1 will be oscillated back and forth with a predetermined and definite period of delay at each end of its oscillatory movement. This lag or delay may be established at the desired value by providing a cylinder I4 of the proper volume. In the continuous operating position shown in Figure 23 in which the arm I9 is in its lower position, oil does not enter the large delay cylinder I4. but merely acts on the ends of the small valve actuating piston I2. With this arrangement the delay in shifting the main control valve from one position to the other is practically completely eliminated, and we have found it entirely practical to operate a windshield cleaner motor of the type illustrated herein at any speed from very slow up to one thousand or more strokes per minute when the lag control arm I9 is in the position shown in Figure 23.

In order to control the starting and stopping of our improved motor in the most desirable manner, we have devised certain operating connections which control the flow of liquid to the motor, and these will now be described.

As is seen in Figures 1, 2 and 3 the valve actuating bar or lever arm 42 engages the head 38 of the double piston valve 35-38 (Figs. 7 and 8). This bar 42 is pivotally mounted at I02 on an upwardly extending projection on the end cover plate 80 (Figure 1). The opposite end of bar 42 is preferably flattened as seen at I03, and extends through a slot I04 in guide member I04 on the end plate 8|. The latch I05 is pivotally mounted on the end plate 8| at I06, and a spring I01, also carried by end plate 8I, normally urges the upper end of latch arm I05 toward operating bar 42. ,The hooked end I05 permits the end of bar 42 to slide down thereover and be latched when it snaps over the end, as is clearly shown in Figure 1. When in this position the valve 3536 is in the position shown in Figure 8 and liquid under pressure is supplied to the motor, and the motor will operate. In order conveniently to move the pivoted bar 42 into operating position, as shown in Figure l, we provide a crank shaft I08 which is rotatably supported in a bracket I09, and which may be provided with an operating handle H0 at its outer end. The

crank end III of the shaft I08 will push downwardly when the handle H0 is rotated in clockwise direction, as seen in Figure 1, and thiswill depress the bar 42, opening the valve 35-36 and locking it open due to the engagement of the latch I05 with the end portion I03 of the bar 42.

1 It is desirable in apparatus of this kind to provide means whereby the motor always stops at the same point in its stroke. This permits the cleaner wiper blade always to be stopped in a withdrawn or out-of-the-way position whenever the motor is shut off and without any manual manipulation by the operator. We have provided means for accomplishing this purpose which is shown best in Figures 1, 2 and 3. An arm H2 is secured to the shaft I08 on the opposite side of the main casting C from the crank portion III. This arm |I2is disposed above a resilient supporting member II3 which is secured to the end cover plate 80, and which has a hole I I4 at its opposite end. An operating bar II5 projects through and has sliding engagement in the .hole H4, and, when the motor is operating and the crank shaft I08 is in the position shown in Figure 1, the spring supporting member II3 holds the operating bar II5 in its upper position, seen in full lines in Figure 1. When in this position the projecting lug IIS 'on the valve actuating plate 83 will clear the notch face II! on the operating bar II5.

When it is desired to stop the motor, the operator turns the handle H0 in counter-clockwise direction, as seen in Figure 1, lifting the crank portion II I off of the operating bar 42. When this occurs, however, the motor does not stop as the bar 42 does not move because it is latched by the latch arm I05. Continued movement of the handle H0 in counter-clockwise direction causes the bottom end of arm II2 to engage the top of the spring supporting member H3, and depress it downwardly into the position shown in dot and dash lines in Figure 1. This likewise, due to the disposition of the end of the operating bar H5 in the hole II4, depresses the inner end of bar H5 and places the projecting notch face or lug III in the line of travel of the lug H6 on the valve plate 03. Due to the resiliency of the member II3, the operator can move the handle H0 at any point during the stroke of the motor, but the motor will not stop until the lug H0 011' the plate 83 engages the notch face II1 during movement to the right (Fig. 1) and, by pushing on the notch I I1, moves the arm H5 and swings the latch I05 about its pivot I00 to release the bar 42, and permit the spring 39 to lift the valve 35-36 and the arm 42. Lifting the valve 35-33 into the position shown in Figure 7 shuts off the supply of liquid under pressure, immediately stopping the motor,. and connects the motor supply opening 5| directly, to atmosphere through the holes 46, 34 and 32. v

I This connection permits the piston 2 to move back and forth freely within its cylinder, and

the shaft 1 can therefore be rotated without resistance to its movement. Thus a wiper arm driven by shaft 1 can be manually operated if desired. Our improved automatic stopping mechanism assures that the motorwill always stop at the same point in its cycle or stroke. The stopping point, as illustrated in Figure 1, is located at one end of the stroke of the piston 2.

I However by varying the position of the notch a projecting flange H8, and on the upper side of the operating bar H is a mg 3' having a vertical face I20 and a sloping face I2I.- If it is desired to have the motor stop automatically at the oppositeend of its stroke, it is only necessary to loosen the screw I22 which pivotally secures the arm II5 to the latch member I05 and turn over the arm H5, 50 that the screw I22 enters the flange H8, and the bar II5 extends from the lower end of member I05 to and through the hole 4 in the spring II3. When in this position the lug I I5 will hook on to the straight face I20 and pull on the bar I I5 during movement of the plate 83 to the left. This pulling of the bar 5, acting through the lower part of pivoted latch I05, will release the end I03 of bar 42 and stop the motor in the manner previously described, but at a point other than that at which the motor will stop when the bar H6 is in the position shown in Figure 1. By providing the double ended arm I05 the same mechanism may be employed to cause the motor to stop at either of two different positions, depending upon whether the arm I I5 is secured to the top or bottom of the latch member I05.

In Figures 37 to 40 we have illustrated a modi fled control mechanism for our motor. In this apparatus a by-pass passage I23 extends from the pump outlet I24 to the pump inlet I25. A plunger valve I26 has a sliding fit in the pump housing I21 and may be moved to enter the passage I23 and close it 011'. A safety pressure regulating valve I28 is provided and is similar in construction and mode .of operation to the valve 23. The independent by-pass passage I29 may be opened by movement of thevalve I28 to permit oil to flow from the 'pump outlet through passage I29 and back' to the pump inlet through the chamber I30. It should be noted that the charm-- ber I30 is of larger diameter than the valve pin I26, so that, even though the valve I26 is closed, the safety valve I 28 will be efiective to permit the by-passing of oil around the pump when the pressure exceeds a value which is controlled by the spring I3I.

The valve plunger I26 is operated by a lever I 33 which is pivotally secured on the pump housing at I34, and which has an elongated operating arm I35 extending in a generally horizontal direction. In order to operate the motor, valve I26 must of course be closed so that the by-pass passage I 23 will not permit the circulation: of oil around the pump. In order to insure closing of the valve I26 when the crank member III is moved to depress the arm 42, we provide an interconnecting lever I36 which is pivotally supported on the motor at I31. The arm 42 engages the end I38 of lever I36 and, when the arm 42 is moved downwardly to open the valve 35-36,

the opposite end I39 of lever I36'will be elevated.

' will positively be supplied with fluid under pressure.

When it is desired to stop the motor, the handle I IIlis turned as before. The arm 42 will hold the interlocking lever I36 in the position shown in connection around the pump. In some instances when the by-pass control valve I26. is employed, we mayomit thevalve 35-36 as the valve I26 will provide an instantaneous starting and stopping means for the motor, which, when coupled with the automatic stop control linkage described herein, will cause the motor always to stop at a predetermined point. When the by-pass I23 and by-pass control valve I28 are employed thepump E does substantially no work when the motor is not operating, as there is a direct by-pass from sirable. In such cases the large delay cylinder Figures 40 and 41 untilthe arm 42 is released from the latch I05. As soon as arm 42 is released, it will snap upwardly and the oil pressure on the end of valve I26 will immediately move the valve plunger I26 outwardly opening the by-pass and the floating piston therein, together with the valve operating connections which are adapted to be engaged by the floating piston, may be omitted. In a motor of this type the main piston will reciprocate substantially continuously as the valve will be shifted immediately upon the main piston reaching each end of its stroke.

Although we have described our improved oscillating motor as having a piston reciprocating in a cylinder, it will be understood that our improved features might readily be combined in other types of reciprocating motors. For example, a vane type piston could be employed in a segmental, chamber and, although we have described the illustrated embodiments of our invention in considerable detail, it will be under: stood bythose skilled in the art that numerous variations and modifications may be made in the particular form of the elements which are combined to build up our improved motor. do not therefore wish to be limited to the exact form of ourmotor herein shown, and described. but claim as our invention all embodiments thereof comin within the scope of the appended claims. i

We claim:

1. In a fluid pressure actuated motor of the type described, a drive'mem'ber, walls definin j a chamber in which said drive member is adapted to reciprocate, valve means for controlling the .flow of fluid to and from said chamber, a cylinder, a rapid action valve \actuating piston member in said cylinder, 9. second cylinder, a delayed action piston in said second cylinder, fluid connections leading to said cylinders from saidchamber, valve operating connections between each of said pistons and said valve, and means for rendering said delayed action piston inoperative whereby only said rapid action piston will operate. 1

2. In a fluid pressure actuated motor of the type described, a main cylinder, a drive piston in said main cylinder, valve means for controlling the flow of fluid to and from said main cylinder, a large cylinder having a delayed action piston therein for actuating said valve means, a small cylinder having a rapid action piston therein for actuating said valve means, mechanical operating connections between said valve means and solid delayed action piston and said rapid action piston, fluid conducting passages for conducting fluid from said main cylinder to said large cylinder and to said small cylinder, and means for controlling the flow of liquid from said main cylinder to said large and small cylinders whereby the flow of liquid to said large cylinder main chamber, a movable drive member in said main chamber, means for conducting fluid under pressure to and from said main chamber, main valve means in said fluid conducting means for controlling the flow of fluid under pressure to said main chamber, a first cylinder having a rapid action valve actuating piston therein, a second cylinder having a delayed action valve actuating piston therein, operating connections between each of said pistons and said main valve means, fluid conducting connections from said main chamber to said rapid action and delayed action cylinder, and valve means in said connections adapted to shut off the connections from said main chamber to said second cylinder.

4. In a motor of the type described a main chamber, a drive member adapted to reciprocate therein, a main valve chamber, main valve means operable therein for controlling the flow of fluid to and from said main chamber, a first chamber, a rapid action main valve actuating piston in said first chamber, a second chamber, a delayed action main valve actuating piston in said second chamber, a control valve chamber, fluid conducting passages between said main chamber and said control valve chamber, fluid conducting passages between said control valve chamber and said first chamber and said second chamber, me chanical operating connections between said pistons and said main valve means, and a control valve in said control valve chamber adapted in one position to connect both said first chamber and said second chamber to said main chamber and in another position to connect only said first chamber to said main chamber.

5. In combination with a fluid pressure actu-' ated motor having a drive member having automatic reciprocating movement when the motor is operating, a valve for controlling the flow of fluid under pressure to said motor and having one position in which the motor operates and another position in which the motor is stopped, means tending to hold said valve in motor stopped position, means for moving said valve to motor operating position, latch means for maintaining said valve in motor operating position, and means, movable in synchronism with said reciprocating drive member, for releasing said latch means and permitting said valve to move to motor stopped position whereby said drive member will always stop at the same point in its stroke when said valve is closed.

6. In combination with a fluid pressure actuated motor having a part which has automatic reciprocating movement when the motor is operating, a valve for controlling the flow of fluid under pressure to said motor, means tending to hold said valve in motor stopped position, means for moving said valve to motor operating position, latch means for retaining said valve in motor operating position, means for unlatching said latch to permit said valve to move to motor stopped position, means for maintaining said unlatching means out of the path of said reciprocating motor part, and means for moving said unlatching means into the path of said reciprocating part whereby movement of said part will operate said unlatching means to permit said valve to move to motor stopped position.

'7. In combination-with a fluid pressure actuated motor having a part which has automatic reciprocating movement when the motor is operating, a valve for controlling the flow of fluid under pressure to said motor, means tending to hold said valve in motor stopped position, means for moving said valve to motor operating position, latch means for retaining said valve in motor operating position, means for unlatching said latch to permit said valve to move. to motor stopped position, means for maintaining said unlatching means out of the path of said reciprocating motor'part, and means for moving said unlatching means into the path of said reciproeating part whereby movement of said Part will operate said unlatching means to permit said valve to move to motor stopped position. said unlatching means including an operating lug engageable by said reciprocatingpart during movement of said part in one direction only.

8. In a fluid pressure actuated motor having a reciprocating part and a control valve adapted to start and stop the motor, means for causing said motor always to stop at the same point in its reciproc'ating stroke comprising a valve operating member, latch means for holding said valve operating member in motor operating position, a link for moving said latch having a notch formed thereon, means for holding said link with said notch out of the path of said reciprocatin part, and means for moving said link holding means and link so that said notch is disposed in the path of said reciprocating part, said reciprocating part havin a portion adapted to pass over said notch when moving in one direction and to engage said notch and move said link to release said latch when moving in the opposite direction.

9. Automatic stop mechanism for reciprocating fluid pressure actuated motors of the type described including, a valve controlling the flow of fluid under pressure to said motor, means for opening said valve to permit flow of fluid under pressure to said motor, means for closing said valve'to shut off flow of fluid under pressure to said motor, means for holding said valve open, means, operable by a moving part of said motor at a predetermined point in its stroke, for releasing said means for holding said valve open, and means for moving said releasing means from inoperative position in which said motor will con tinue to operate to operative position in which said moving part of said motor will engage said releasing means and permit said valve closing means to close said valve. 10. In a motor of the type described, a valve for controlling the supply of fluid under pressure to said motor, latch means for holding said valve in open position wherein fluid under pressure is supplied to said motor, a pivoted support for said latch means, and means for releasing said latch means to permit said valve toclosed position wherein fluid under pressure is shut off from said motor, said releasing means including a link having lugs formed on opposite sides thereof and a reciprocating part of the motor adapted to engage one of said lugs, said link'being adapted to be selectively attached to said latchmeans on either side of the pivot therefor whereby the lug which engages the reciprocating part of the motor may be changed and the point in the motor stroke at which said valve. moves to closed positio varied. FREDERICK G. FOLBERTH. WILLIAM M. FOLBERTH. 

